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Matt Brogan10 Sept 2010
REVIEW

Citroen DS3

Citroen's first new-generation DS lands promising style, sport and substance for the premium small car market

Citroen DS3

Local Launch
Sydney, New South Wales

What we liked
>> Funky fresh styling inside and out
>> Engaging chassis, suspension, steering
>> Manual gearbox flatters peppy petrol engine

Not so much
>> Compromised rear legroom
>> Tight pedal box and footrest position
>> Noticeable levels of tyre, wind and road noise

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 2.0/5.0
Safety: 3.5/5.0
Behind the wheel: 3.0/5.0
X-factor: 3.5/5.0

OVERVIEW
-- A DS by any other name
With a nomenclature harking back to the mid-50s, you could be excused for thinking the DS3 is another retro wannabe sight unseen. But according to the team at Citroen Australia, the only connection between the DS3 and its original (in-part) namesake comes from a shared pursuit of new technology, and perhaps just as importantly, an all-new direction in style.

As the first of three models to launch Citroen's DS renaissance, the French brand's local representatives are keen to emphasise that DS3 is decidedly 'anti-retro'... And that's just the beginning. With the high-riding DS4 hatch set to further the cause next year (followed closely by the as yet unseen DS5 in 2012), the brand seems well on its way to stylistic reinvention.

In the here and now, DS3 is arguably the flagship for the marque's image, and a good looking one at that. Said to promote a newfound sense of exclusivity, style, dynamism and performance, while at the same time offering a high level of features than similarly-sized, same-priced rivals, the DS3 will also extend a high level of personalisation and generous feature list to prospective buyers, almost matching that found in many larger luxury nameplates.

PRICE AND EQUIPMENT
--

Citroen delivers more splash for cash
Although the DS3 doesn't undercut its nearest competitor, MINI's Cooper (from $31,100) on price, it's well within the ball park, and hovers within striking distance of other claimed rivals such as the Fiat 500 (from $27,990), Alfa Romeo MiTo (from $29,990) and Volkswagen New Beetle (from $26,700).

Starting at $32,990 for the DStyle, and ending at $35,990 for the DSport, DS3 is a tempting prospect for urban-chic buyers expecting a little more splash for their cash.

Standard equipment and amenity is generous, the pint-sized packages cramming a lot of kit into a relatively small space, even on the entry-level DS3 DStyle.

Highlights include a leather steering wheel, cruise control with speed limiter function, power windows and mirrors, remote central locking, tinted glass, six-speaker audio system with steering column-mounted remote control and auxiliary input, air conditioning, cloth upholstery (Alcantara optional), 16-inch alloy wheels and even mood lighting.

Meanwhile, up on the top-shelf, the DSport model adds 17-inch alloy wheels, a rear spoiler, chrome trim highlights, gear efficiency indicator, front centre armrest (with storage compartment), cloth and Alcantara combination upholstery, single-zone climate control, drilled aluminium pedals and a burglar alarm.

As if that's not enough, a long list of options, custom paint and trim combinations and even a striking array of roof graphics are available to help make DS3 your own. Options include Bluetooth mobile phone connectivity ($700), metallic paint ($800) and leather upholstery ($2000). Roof graphics, available on DSport only, are fitted at the dealership from $1350.

In fact, the only obvious omission is integrated satellite navigation.

MECHANICAL
-- Petrol-powered only... For now
Citroen will offer the DS3 with a choice of two petrol-powered engines in Australia, or more specifically, two output levels of the same 1.6-litre four-cylinder petrol.

The PSA-sourced unit is familiar to that found in MINI Cooper and MINI Cooper S models, and like its German rival, the Citroen versions will also be available in low- and high-output guises, available exclusively between the lower- and upper-spec model variants (DStyle and DSport respectively).

In DS3 DStyle, the normally-aspirated EP6C mill develops 88kW at 6000rpm and 160Nm at 4250rpm. It is mated exclusively to a four-speed AL4 automatic transmission. The entry-level model rides on 16-inch Ashera alloy wheels with a 15-inch space saver spare.

DS3 DStyle returns a claimed combined average fuel economy figure of 7.0L/100km with a CO2 emissions output of 160g/km. Performance times see 0-100km/h managed in 10.9 seconds and on to a top speed of 190km/h.

The DS3 DSport on the other hand scores a turbocharged version of the 1.6-litre pumping 115kW at 6000rpm and a tidy 240Nm between 1400-4000rpm. Dubbed EP6DT, the engine is mated exclusively to a six-speed MCM/B manual transmission. This top-spec model sits atop 17-inch Bellone alloy wheels and also includes a 15-inch space saver spare.

Suitably for its performance-oriented output, the DS3 DSport achieves a peppy 0-100km/h time of 7.3 seconds with a top speed of 214km/h. The combined fuel economy average is 6.7L/100km with a CO2 figure of 155g/km.

Suspension and braking is shared between the two models, both utilising a pseudo MacPherson strut front with flexible rear beam which is "sports tuned" (says Citroen) and four-wheel disc brakes. Steering is a variable electric arrangement for a turning circle of 10.4 metres.

Riding on a 2464mm wheelbase, the DS3 measures up at 3948mm long by 1994mm wide and 1483mm high, the pair weighing in at 1075kg and 1165kg for the DStyle and DSport respectively. As a reference, MINI's Cooper weighs 1065kg and measures 3699mm long by 1683mm wide and 1407mm high, while Volkswagen's Golf tips the scales at 1270kg and measures 4199mm long by 1785mm wide and 1479mm high.

Unlike Europe, Australia misses out on the diesel (HDi), low output 1.4 petrol and hypo hot hatch (Racing) variants within the European DS3 range. Availability was cited as the main rationale behind the decision not to import a greater blend of models here.

All Citroen DS3 models are backed by a three-year 100,000km warranty.

PACKAGING
-- It's all here... Almost
DS3 is a small car, but the use of the available space is rather intelligent, especially in the front seats and cargo area.

Up front, the DS3 offers ample leg, head and elbow room, comfortable (and very supportive) seating and reasonable visibility (the A-pillar is a little intrusive to forward lateral vision). The only real drama is a tight pedal box and footrest position. This may prove difficult for drivers wearing upward of a size 9 shoe, especially on the manual.

Otherwise, the steering column and seat offer enough adjustment for most comers.

To put DS3 in perspective to its rivals, Citroen claims front elbow room beats MINI Cooper by 80mm and Alfa Romeo's MiTo by 40mm.

Similarly, the DS3's cargo area is also superior to most rivals, and at 285-litres with the seats and parcel shelf in place beats those same rivals listed above by 125 and 15 litres respectively. With the 60:40 split fold seats flipped down, the available area expands to 980-litres. Under the cargo floor, the spare tyre and jack occupy a recessed well which ATECO Automotive tell us is large enough to accommodate a full-size alloy wheel should you wish to option one.

The only real drawback to the DS3's packaging comes from the back seat where leg room lets down an otherwise spacious rear pew (elbow room 1400mm). With the front seats in a regular driving position (and I'm only 173cm tall), rear seat passengers will have their knees in the back of the front seat – perhaps kids and adults on the occasional trip are its best purpose.

In this respect the DS3 is certainly no better than a MINI Cooper and could well be worse. If boot space had been lessened slightly, and the roof design allowed sufficient headroom, DS3 could have been afforded more rear legroom and, ergo, a more useful occupant package.

SAFETY
-- Three doors, four cylinders, five stars expected
Punching a fair-sized hole in the 'small is unsafe' argument, DS3 combines the latest active and passive safety features into a tough little frame. Though it's yet to be crash tested by NCAP, you can bank on a five-star result. The car would be impossible to sell in Europe without one.

Locally, both models are equal in terms of safety kit, a refreshing change in a segment where lower-spec models generally see five-star achieved by selecting often expensive additional safety equipment.

DS3 DStyle and DSport models both score antilock four-wheel disc brakes with electronic brake-force distribution and emergency brake assist. Hazard light activation under heavy braking, traction control, electronic stability control, an immobiliser, auto fuel cut off (in the event of an accident), auto door lock and unlock plus the reassurance of six airbags are all standard kit.

All five seating positions include three-point inertia reel seatbelts and anti-whiplash headrests while the front seats add pyrotechnic pretensioners. In the back, all three seating positions also add top-tether anchor points for children's seats.

COMPETITORS
-- In a league of its own?
Although DS3 is decidedly anti-retro, or so we're told, it's a strange coincidence then that most of its direct rivals are indeed of retro orientation, Citroen citing competition from the likes of MINI Cooper, Alfa Romeo MiTo, Fiat 500 and Volkswagen New Beetle as its most immediate adversaries.

Pricing aside, it could also be argued that the upcoming Audi A1 and current BMW 1 Series may also pose a threat to the DS3, though perhaps only where niche tastes are concerned.

As we see it, the competition don't have too much to worry about, ignoring the fact that the DS3 can hold its own where price, equipment and driveability are concerned (in most cases trouncing the competition), limited availability and lengthy waiting times on 'personalised' custom models could sour the deal for many prospective buyers. This is a shame when you consider all the DS3 has to offer against familiar, nay, stale looking opponents.

The new Citroen DS3 goes on sale locally from September 18.

ON THE ROAD
-- DS spells go-kart, in French
Breaking free of gridlocked Sydney streets, we pointed the DS3 north for the old Pacific Highway, only to be met by a heavily congested Lane Cove Tunnel. The stop-start traffic proved handy in exploring the clutch uptake (but little else), which is set quite late in what's otherwise a smooth-shifting gearshift/clutch combination.

The other noticeable positive in the potholed suburbia, a compliant ride, proved an almost unexpected surprise from a package we'd been told was tuned for a sporty ride.

Finally hitting the good roads, the most obvious first impression was one of mild irritation -- obtrusive road, tyre and wind noise was disappointing start to the premium package's otherwise crisp on-road performance. To be fair, the surface was a little on the coarse side (or concrete) but the noise levels were bordering on unacceptable. Really disappointing...

Acoustics aside, the experience behind the wheel is truly go-kart-esque. Steering feel from the electric system is very positive, loading in a linear manner on turn-in for more natural feedback, the system cancelling any torque steer that may have been evident while the stability control package also contained any understeer with fluid ease -- no rude interruptions or pauses here. On-centre feel, too, is spot-on. Pleasingly, there was also no rack rattle evident.

Driving the 115kW DS3 DSport (the 88kW DS3 DStyle was curiously absent from our launch appraisal) performance is certainly on the money, and although the engine is a little fluffy under 2500rpm, almost lack-lustre when potting around in higher gears, it stirs in to life enthusiastically as mid-tacho approaches, and sings through to 6500rpm for vibrant open road performance.

The sharp steering feel mentioned earlier is a true asset in a chassis/suspension combination like DS3 and in threading some twisty corners, grip remained tenacious and predictable. This is a small hatch that feels planted and remains quite flat through even the most challenging off-camber bends.

The addition of disc brakes all-round (most cars this size lumped with drums up back) also adds to an enjoyable and confident driving experience, a progressive pedal allowing accurate control of the stoppers.

Adding to the experience, a small-diameter leather-bound steering wheel and supportive bucket seats really give a sporting feel to even the most mundane commute, even if the bright yellow trim of our test car isn't to everyone's liking.

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Written byMatt Brogan
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